Automatic railway



(No Model 3 Sheets-Sheet; 1

E. DORE. AUTOMATIC RAILWAY GATE.

No. 600,807. Patented Mar. 8,1898.

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(No Model.) 3 Sheets Sheet 2. Y E. DORE.

AUTOMATIC RAILWAY, GATE.

Patented Mar. 8, 1898 Zty I 4\'f ms PETERS co. Pnoioumo. wAsnma'rou, n c

(No Model.) 3 Sheets-Sheet 3.

E. DORE. AUTOMATIC RAILWAY GATE.

No. 600,307. Patented Mar. 8 1898.

51 Mme/Mop Witnesses TM: ndnms PETERS co. pworoumow wAsHma'roN, n c.

UNTTED STATES PATENT OFFICE.

EDWARD DORR, OF PRINCETON, KENTUCKY, ASSIGNOR OF ONE-FOURTH TO VALENTINEDORR, OF SAME PLACE.

AUTOMATIC RAILWAY-GATE.

SPECIFICATION forming part of Letters Patent N 0. 600,307, dated March8, 1898.

Application filed Augu t 17, 1897. Serial No. 648 566. (N model.)

To ctZZ whom it may concern:

Be it known that I, EDWARD DORR, residing at Princeton, in the county ofCaldwell and State of Kentucky, have invented a new and useful AutomaticRailway-Gate, of which the following is a specification.

This invention relates generally to gates for the protection of railroadtracks, yards, &c., and more particularly to an improved cattlegateconstructed so as to be automatically operated by the passage of a trainover the track to which it is attached.

The object of my invention is to provide a new form of laterally-movablegate for the exclusion of cattle, stock, 850. from the tracks or yardsof a railroad which shall be cheap in construction, automatic inoperation, and easily applied.

Another object is to provide a cattle-gate which shall be quick andcertain in its movements and regulated in its operations by a trainpassing over the track to which it is attached.

Another object of my invention is to provide a cattle-gate which may beapplied to any railroad-track at any point where a section of said trackis desired to be closedsuch as stock-yards, roundhouse-yards,station-yards, and fenced sections of said track along the line of saidroad.

With these objects in view my invention consists in the peculiarconstruction of the various parts and in their novel combination andarrangement, all of which will be described in detail,and pointed out inthe claims.

In the drawings formingapart of this specification, Figure 1 is aperspective view showing my invention in use. Fig. 2 is a top plan viewshowing the gates in a separated or open condition and the trackunobstructed. Fig. 3 is a similar view with the gates closed. Fig. at isa cross-section through the track and the gate-base, the gates beingclosed.

Like letters and figures of reference mark the same parts wherever theyoccur in the various figures of the drawings.

The description and operation of my invenbut sloping toward the ends,which are below the level of the regular track. These rails are placedparallel and adjacent to the regular rails and supported at each end byan iron 5 5 bar 0., extending below the road-bed and bent in a rightangle at its union with the rails B B, so as to form a shoulder, fromwhich an arm 1) extends and connects with upper arm 1 of a bell-cranklever. This lever is pivoted to a post P, resting upon a cross-tie.

O G are cross-ties, upon one of which a bedplate E is attached. Upon thecross-tie the brace-levers F F and F F are pivotally fastened near theirbottom, while they support and are pivotally attached at their top tothe gates G G. The connecting-rods g g extend inward below the road-bedfrom the lower end of the brace-levers F F to the ends of theshear-levers H II, which rest below the center of the road-bed, theopening and closing of said shear-levers closing and opening the gates GG alternately. At the opposite ends of the shear-leversH II are attachedrods h h, which connect with the lower arm e of the 7 5 bell-crank leverand operate in connection with the downward pressure of the side rails13 B, so that when the passing train presses down upon said rails 13 Bthe combination movement of the bell-crank levers e e and theconnecting-rods h it closes the shear-levers H H, and thus by means ofthe rods 9 9 opens the gates.

Attached to the bottom of the gates G G are cables or chains I I ofsteel wire or other suitable material, which extend downward throughopenings in the bed-plate and crosstie into tubes K K, set in theground. In these openings in the bed-plate are pulleys J J for theassistance of the cables I I. Weights W W are attached to the ends ofsaid cables, and when the pressure upon the rails 13 B is released bythe passing of the train the weights W W pull downward in the tubes K Kwith sufficient force to close the 5 gates automatically. Upon oppositesides of the center tie and bed-plate on which the gates G G are mountedare two diagonally tion are as follows:

A A represent the rails of the regular track. B B are narrow curvedrails slightly elevated in their middle above the regular track,

extending cables L L, (shown in dotted lines in Fig. 4,) which cablesconnect the lower end of the pivoted brace-lever F of one gate with apoint upon the lever F on the opposite side of the track above the pivotof said lever, so that in case the train in passing over the trackshould miss either one of the rails B B the pressure upon the one passedover would be communicated by said cables L L to the opposite lever, soas to open both gates just the same as if both rails had been traversedby the train.

The operation of my device is as follows: The train as it approaches thegates touches the narrow projecting rails B B, pressing them downward.This causes the iron bar a, which is riveted to the rails B B, to movedownwardly, carrying with it the links! Z and the upper arms of thebell-cranks, causing the lower arms of said levers to move outwardly,which movement operates to close the shear-levers and open the gates G;G by me ns o the o n d g 9- As 0.01 as the downward'pressure upon therails BB is released by the passage of the train the weights W W movedownwardly in the tubes with sufficient force to operate the levers F Fand the rods g g and close the gates auto matically.

It will be seen that my invention is simple in construction, easy ofoperation, and convenient in application.

Having thus fully described my invention, what I claim as new, anddesire to secure by LettersPatent, is-

1. In a cattle-gate for railroad-tracks, the combination with thebed-plate and cross-tie, of two gates adapted to move in oppositedirections, supporting-braces pivotally connecting them with thebed-plate, a pair of shearlev'ers, rods connecting the bracesand shear.-levers, auxiliary movable rails, a cross-bar connected to said rails, abell-crank lever, a link connecting one end thereof with said bar, androds connecting the other end of the bell-crank with said shear-levers,whereby the movement of the rails operates the rods and levers to openand close the gates, substantially as set. forth.

2. In a cattle-gate for railway-tracks, the

combination of two gates adapted to move laterally across the track,pivotal levers upon which said gates are supported, shear-levers pivotedto the cross-ties, rods connecting them at one end to the pivotallevers, at a point below the pivots, vertical bell-crank levers on eachside of the track, rods connecting the lower arms of the bell-cranklevers with the opposite ends of the shear-levers, auxiliary tracks, andconnection between said auxiliary tracks and the upper arms of thebell-crank levers, whereby the downward pressure upon the auxiliarytracks will operate the gates, substantially as described.

3. In a cattle-gate for railroad-tracks, the combination with twopivotally mounted gates adapted to move laterally across the track, ofweights attached to the bottom of the gates and adapted to move freelyin tubes placed beneath the track, said weights being so adjusted as to,move downward in said tubes upon the release of the pressure upon theauxiliary track, whereby the gates are automatically closed,substantially as shown and described.

4:. In a cattle-gate for railway-tracks, the

combination with two gates adapted to move laterally across the tracks,of a cross-tie, gate supporting levers pivoted thereto out side of thetrack, auxiliary tracks, connecting mechanism whereby the gatesupporting levers are operated when said tracks are depressed, andconnections between the lower end of the gate-supporting lever on oneside of the track and the gate-supporting lever on the other side of thetrack, at a point above its pivot, whereby the motion of onesupportinglever is transmitted to the other in opposite directions, andboth gates caused to be opened by pressure upon either auxiliary track,substantially as described.

EDWARD DORE.

Witnesses:

EDWARD GARRETT, R. M. PooL.

